These NASA nerds set a record for how quickly a plane was returned to flight status after being sent to AMARC. They did an impressive job of grafting together parts from the WB-57 Canberra from the boneyard with parts from a second Canberra near Warner Robins Air Force Base in Georgia, as well as F-15 parts for the main wheels, the ejection seats from the F-16, and the tires from an A-4 for the nose wheel.
But some Army Air Force mechanics in Australia pulled off something similar in World War II, and did such a good job that their Franken-bomber is still around today. That plane is currently at the National Museum of the United States Air Force at Wright-Patterson Air Force Base, near Dayton, Ohio.
She’s called “Swoose,” and she is not only the only B-17D to survive, she is the oldest surviving B-17.
Swoose started out being assigned to the Philippines in 1941, flying in combat from Dec. 7, 1941, to Jan. 11, 1942. The plane suffered serious damage, but the mechanics used a tail from another damaged B-17 and replaced the engines. The plane then served as an armed transport for the rest of the war, including as a personal transport for Lt. Gen. George Brett (no relation to the star baseball player from the 1970s, 1980s, and 1990s).
Few British politicians are as controversial as former Prime Minister Margaret Thatcher. Still, it was incumbent upon foreign governments to protect her when she traveled abroad. When preparing to visit Japan for an economic summit, Thatcher received the strangest offer for protection – Japan wanted to protect the Iron Lady with a team of twenty “Karate Ladies.”
It may sound like a silly offer, but at the heart of it, the Japanese were doing their best to accommodate Thatcher on the basis of her gender. In June 1979, the British Prime Minister was due to visit Tokyo for an economic summit and Thatcher had just won the post of Prime Minister – the first woman in the United Kingdom’s history to hold the position. She beat out the male Labour candidate James Callaghan just one month prior. The Japanese public were interested in Maggie Thatcher’s status as Britain’s premier working mother.
Thatcher was not interested in attending the conference as a woman, but rather wanted to attend as the Prime Minister of the United Kingdom.
“If other delegation leaders, for example are each being assigned 20 karate gentlemen, the Prime Minister would have no objection to this; but she does not wish to be singled out. She has not had in the past, and does not have now, any female Special Branch officers.”
Thatcher with Japanese Crown Prince Akihito.
Sir John Hunt, Thatcher’s Cabinet Secretary, raised the issue with his Japanese counterpart when discussing the Prime Minister’s security detail.
“Sir John said that Mrs. Thatcher will attend the summit as prime minister and not as a woman per se and he was sure that she would not want these ladies; press reaction in particular would be unacceptable.”
The bodyguard force was supposedly made up of 20 or so all-female bodyguards who were trained in unarmed combat, among other skills. Thatcher’s objection wasn’t to the offer of a security detail, but rather the idea of an all-female unit. They wanted to avoid the embarrassment of even getting such an offer, but the offer reached the British press anyway. Thatcher attended the 1979 summit, where no Karate Ladies were present or required.
Have you got a project due that you should be working on? A paper, a PowerPoint presentation, a briefing to the commander? If so, you are probably on a deadline. But missing a deadline in our modern world is typically just a problem of professional conduct, or maybe they’ll be some sort of financial penalty. But for Civil War prisoners, it was a matter of life and death.
Anderson prisoner of war tents run right up to the deadline demarked by the low fencing. Prisoners who crossed this line could be shot by prison guards.
(Library of Congress)
That’s because the original deadlines existed in Civil War prisons, most famously at Camp Sumter, the prison camp at Andersonville, Georgia. Most Civil War prisons weren’t like Alcatraz Island, where prison cells and buildings were used to keep prisoners confined. Instead, officers would build rough wooden fences 10-20 feet high to contain the prisoners.
But, of course, a healthy man can typically climb a 10-foot fence. And, working as teams, troops could fairly easily clamber over 20-foot fences as well. So prison commanders built positions for sentries to watch the prisoner population, and the sentries typically had orders to kill any man attempting to escape.
Well, to ensure that the sentry would have time to shoot a man or raise the alarm before the prisoner got away, the camps put in something called a “deadline.” This was a line, usually literally made on the ground with fencing or some type of marking, that prisoners would be killed for crossing.
In the case of Andersonville, the line was marked with low fencing and sat up to 19 feet from the tall wooden walls of the prison. If a prisoner even reached over this wall, guards were allowed to shoot him. And the guards were well positioned to do so. The prison incorporated “pigeon roosts” every 90 feet along the wall. These were guard posts that sat above the wall and gave the guards great lines of sight to fire onto the deadline.
If the prisoners ever attempted to rush the line en masse, the guards could drop back to a series of small artillery positions around the fort and blow the Union prisoners apart. These artillery positions also served to protect the prison from outside attack.
The bulk of the nation found out about this deadline in the trial of Confederate officer Henry Wirz, the commander of Fort Sumter. Because of overcrowding and a massive shortage of supplies at Andersonville and Fort Sumter, Union prisoner deaths there numbered approximately 13,000, and an angry Union public wanted justice.
A reconstruction of the wall at Fort Sumter at Andersonville, Georgia. The low fencing near the wall was the dead line.
(Bubba73 CC BY-SA 3.0)
During the prosecution of Wirz, the deadline around the camp was described and reported across the nation, and it helped to seal Wirz fate even though the practice occurred in other places. Wirz was sentenced to death and executed on October 31, 1865.
He was asked if the US should reinstate the draft.
Yes, he replied, but not to grow the size of the armed forces.
He argued that since only 1% of Americans serve their country, America lacks in shared experience — there’s almost no common background between the upper class and the middle class, the educated and the uneducated, the rural and the urban.
The solution, then, wouldn’t be mandatory military service, but national service — programs like Teach for America and City Year, but made accessible to a full quarter of a yearly cohort rather than an elite few.
Since that conversation, McChrystal has campaigned for making a “service year” a part of young Americans’ trajectories. The goal is to “create 1 million civilian national service opportunities every year for Americans between the ages of 18 and 28 to get outside their comfort zones while serving side by side with people from different backgrounds.”
In an interview with Business Insider, McChrystal, who has held positions as head of US Joint Special Operations Command and as the top commander of US and international forces in Afghanistan, explained his plan for making that happen, and the effects national service could have on American society.
Business Insider: What does the word “citizenship” mean to you, and how does national service inform it?
Gen. Stanley McChrystal: When I think of citizenship, I think of a nation as a covenant. It’s an agreement between a bunch of people to form a compact that does such things as common defense, common welfare, whatnot. The United States is not a place; it’s an idea, and it’s basically a contract between us.
BI: So if a nation is an agreement, then citizenship is putting that agreement into action?
SM: That’s exactly what it is.
BI: What does citizenship have to do with having a common experience?
SM: We’ve become a nation that’s split 50 ways.
There are fewer ties to the community today than when you lived in a small town, and everybody had to get together to raise a barn. You knew your neighbors because you had to. Grandparents tended to live in the same town as parents, and kids grew up there. Nowadays, we don’t live that way.
BI: But service programs today are unreachable for most people, so how can they serve as a common link? Teach for America, the Peace Corps, AmeriCorps — these programs have acceptance rates comparable to Ivy League schools. How do you make service more accessible?
SM: What has happened is that many of our service practices have become almost elitist programs. They do it because they can, and also it protects their brand and their reputation so they can survive in tough times. But it’s not solving the problem because most of people who go do those kinds of things, I think they come out better citizens, but it’s too small a number — it’s less than 200,000 kids a year.
BI: There are a ton of social structures at work here. How do you make a change?
SM: We’ve got 4 million young people in every year cohort in America, so we think that in the next 10 years we’ve got to get to about a million kids every year to do a year of national service. That would be 25% of the year group.
Now, I can’t prove this, but our sense is that if we get to 25%, you probably get the critical mass, because what we’re trying to do is get this into the culture of America so that service is voluntary but it’s expected. Meaning if you go to interview for a job, you go to apply to a school, you go to run for congress, people are going to naturally ask, Where did you serve?
BI: OK, so how do you make that happen?
SM: Creating a big government agency isn’t the mechanism to do this.
We’re trying to take existing organizations like Teach for America and expand those. Then Cisco, the corporation, has donated money and helped to develop a digital platform that is going to give us a 21st-century ability to match opportunities and people looking for a service year opportunity.
I think we create a marketplace to do this that obviously starts slowly and then builds up momentum. And then once we get to the point where people really believe that service is not only a good thing to do — in an altruistic sense as citizen — but it also advantages them.
BI: There seems to be a lot of anxiety around doing “a gap year.” Are any programs already in place that take away that anxiety?
SM: There’s a program that Tufts University rolled out that’s called 1+4. And I was up there when they announced it. And what you do is, you apply for Tufts — I think there are 50 slots for the class that came in last September — but you do your first year doing national service, kind of like you’re red-shirted for football, and then you do your four years.
You’re already accepted, so the family doesn’t worry, Is Johnny going to go to college? If you’re on financial aid, Tufts pays for it. They pay for the national service. Tufts believe they get a more mature freshman. We’re pushing this in a lot of universities now because it’s a win-win for a university.
They do get a more mature person, and parents don’t worry about the vagaries of the gap year. There could be a lot of different permutations of that kind of thing, but those are the kinds of things that we see as practical steps.
BI: How will you know when the plan has succeeded?
SM: The key part of the ecosystem is the culture that demands national service. At some point, my goal is to get it so that nobody would run for Congress who hadn’t served, because they think they’d get pummeled for not having done a service year.
Germany’s highest awards for valor, the Iron Cross, was the most awarded of the top tier medals of any nation in World War II. But Germany awarded more top-tier valor awards than any other country for two very good reasons. First, most German troops fought for the duration or the war unless they were crippled.
As German ace Gunther Rall put it, that meant Third Reich troops’ destiny “was either the Iron Cross or the wooden cross.” They would be heroes or they would die in the attempt.
Second, German troops could earn the Iron Cross with a series of events, like succeeding in enough aerial battles, rather than for just a single act of extreme valor like in most militaries. While the medal was awarded for singular military achievements and bravery, it was also automatically warranted after a service member completed a challenging act.
Here are four things that would get a World War II German soldier an automatic Iron Cross:
1. Destroying a set number of enemy tanks
For German tankers, the “easiest” way to earn an Iron Cross was to achieve enough tank victories to qualify. While the number required increased as the war ground on, 50 was the magic number for a few years. That’s 50 Allied tank kills before a single tank managed to kill them.
2. Killing a set number of Allied planes
German Luftwaffe pilots could net an Iron Cross by accruing an ever-increasing number of points. Single-engine aircraft were worth one point, dual-engines netted two points, and four engines were worth three points. Fighters could get the Iron Cross second class for becoming an ace (downing five enemy aircraft).
3. Sinking a set amount of Allied shipping
For submariners, the Iron Cross was usually awarded for sinking tons of Allied supplies. The Iron Cross second class usually required sinking 50,000 tons of shipping, while the Knight’s Cross, a higher level of the same award, would be granted to those who sank 100,000 or more tons.
These were older, frail planes piloted by Soviet women who would carry a few bombs at a time and drop them on Nazi massed forces, breaking up German attacks on Soviet positions. But the planes were so slow and quiet that they were hard to find and harder to fight, so the Luftwaffe promised an Iron Cross for a single kill.
The nominee to lead U.S. Special Operations Command (SOCOM) told lawmakers Dec. 4, 2018, that the unrelenting pace of operations may force the elite organization to pass some missions off to conventional combat units.
Army Lt. Gen. Richard Clarke, testifying before the Senate Armed Services Committee as part of his nomination process to assume command of SOCOM, said he believes it has an “adequate” number of personnel but needs to avoid taking on missions that conventional forces are capable of handling.
“Special Operations Command should only do those missions that are suited for Special Operations Command, and those missions that can be adjusted to conventional forces should go to those conventional forces,” he said.
Currently, special operations forces are responsible for conducting U.S. counter-terrorism missions in Afghanistan and elsewhere and handling missions such as combating weapons of mass destruction.
A U.S. Army Special Forces Soldier, from Special Operations Task Force-East, watches Afghan Commandos, from 2nd Commando Kandak, while patrolling a village in Dand Patan district during an operation.
(US Army photo)
The elite, multi-service SOCOM, made up of about 70,000 service members, also is slated to play a significant role in the Pentagon’s new defense strategy, which focuses on near-peer adversaries such as Russia and China.
Sen. Mazie Hirono, D-Hawaii, asked Clarke whether there is a clear delineation within the Defense Department between SOCOM and conventional missions.
Clarke said Defense Secretary Jim Mattis “has been very clear … that SOCOM should be specific to SOCOM missions, so I don’t think there is any issue of delineation within the Department of Defense with that.”
Hirono then asked whether the U.S. military needs to do a better job adhering to the policy of assigning SOCOM-specific and conventional missions.
“The publishing of the National Defense Strategy and relooking at the prioritization of the force has given us a very good opportunity to relook at all of our deployments, look where the forces are and make sure that SOCOM forces are, in fact, dedicated to the missions that are most important and are specific to special operations forces,” Clarke said.
Sen. Tom Cotton, R-Arkansas, said recent proposals to leave SOCOM out of the proposed 5 percent cut to the DoD’s budget would not guarantee that the command would not suffer.
A Special Forces Operation Detachment-Alpha Soldier scans the area as Afghan National Army Commandos, 2nd Company, 3rd Special Operations Kandak conduct clearance of Mandozai village, Maiwand district, Kandahar province, Afghanistan.
“At a time of tight budgets, when some in the administration are already talking about cutting 5 percent from the Department of Defense budget, many people say, ‘But that’s OK, because since the Special Operations Command is bearing so much of the fight, it will be fully funded,’ ” he said. “Can you talk about your dependence on the rest of the conventional military and how our special operations forces fight with them, and why stable, predictable and increasing funding for those conventional forces is so important for Special Operations Command?”
Clarke replied that SOCOM relies heavily on conventional forces from every branch of service.
“Especially for longer-term operations, we need the support of the services,” he said. ” … Special Operations Command is made up of the services. Much of the recruitment, much of the force, is actually started in the conventional force and actually came up through the ranks, and they were identified as some of the best of breed in that particular service in which they served, and they raised their hand and volunteered for special operations.”
The Army’s conventional forces have taken responsibility for training and advising conventional forces, standing up six Security Force Assistance Brigades to help establish, instruct, and enable conventional forces in countries like Afghanistan and elsewhere.
In the past, the mission to train foreign militaries fell to Army Special Forces. Special Forces units now focus on training foreign commando units.
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
A small child is going viral on social media for his awesome rendition of The Army Song, the song performed at Army ceremonies around the world to celebrate the service and its history. And the fact that the kid is wearing a comically oversized helmet with night-vision goggle mount and full camo paint is just gravy.
Gonna be honest, I watched this and then found “Army prior service recru” in my Google search bar before I could get myself back under control. Become one of the millions like me by just clicking the play button above.
(And you can go ahead and stop reading here. We have to put about 300+ words in articles to get search engines to see them properly, so I’m going to write some stuff about The Army Song below, but the big attraction is the adorable singing child, so you can scroll back up and watch that. Seriously, the rest of this is aimed at robot readers anyway. Go look at the adorable kid. Seriously, I haven’t hidden any cute kid stuff below. It’s all just history.)
The Army Song was adopted by the U.S. Army as its official song in 1956, but it’s based on a song written by a brigadier general in 1908. Brig. Gen. Edmund Louis ‘Snitz” Gruber wrote The Caissons Go Rolling Along as a way of expressing his experiences serving with an artillery unit in the Philippines.
Field artillery pieces and caissons on a parade ground in 1914 during border clashes between the U.S. and various forces involved in the Mexican Revolution.
(Library of Congress)
Caissons were horse-drawn supply wagons designed to carry ammunition for artillery units, and the song as a whole is about the inexorable power of a column of artillery marching to the battlefield. The first verse and the refrain are:
Over hill, over dale As we hit the dusty trail, And those caissons go rolling along. In and out, hear them shout, Counter march and right about, And those caissons go rolling along.
Then it’s hi! hi! hee! In the field artillery, Shout out your numbers loud and strong, For where e’er you go, You will always know That those caissons go rolling along.
When the Army adopted a broader version in 1953 as The Army Song, they simply changed out some phrases to reflect Army history and make the song less field artillery specific. The first chorus and refrain now go:
First to fight for the right, And to build the Nation’s might, And the Army goes rolling along. Proud of all we have done, Fighting till the battle’s won, And the Army goes rolling along.
Then it’s hi! hi! hey! The Army’s on its way. Count off the cadence loud and strong; For where’er we go, You will always know That the Army goes rolling along.
In World War I, Germany invented and debuted the world’s first weapons of mass destruction — poison gas artillery shells and pressurized tanks that wafted the deadly toxins over the battlefield. They killed and wounded thousands.
That gas attack took place at Ypres, Belgium, where German troops released hundreds of tons of chlorine gas through buried pipes across a four-mile front. Over 1,000 Allied soldiers were killed and another 7,000 were injured.
And that was the opening of Pandora’s Box. The British military responded with its own chlorine attack in September 1915 at the Battle of Loos. The Germans introduced mustard gas into the fighting in 1917 and America joined the war — and chemical warfare — in 1918.
A photo of Piper, the famous bird-chasing dog who keeps the runways clear at Michigan’s Cherry Capital Airport, won the 2016 Shutter Shootout and claimed the top prize as the U.S. Coast Guard’s Photo of the Year.
Piper and his handler, Airport Operations Supervisor Brian Edwards, work as a K9 Wildlife Control team at Traverse County’s Airport. The pup works in all conditions and recently returned to the job after a foot injury.
The Coast Guard’s Shutter Shootout is a social media-driven online competition to showcase Coast Guard men and women from around the world who captured remarkable photographs of rescues, patrols, operations and training days. The contest is a March Madness-type bracket competition. You can see other entries and previous winners on the Coast Guard’s Shutter Shootout blog.
Piper and Edwards’ work keeping the runways clear is documented on Facebook, YouTube, and Instagram.Piper even has his own website: http://www.airportk9.org/
Natapixie asks: Has a non-pilot passenger ever managed to land an airplane?
A common Hollywood trope when dealing with commercial airline-centric plots is inevitably at some point the pilot or pilots will become incapacitated and the lead character, who may or may not have any piloting experience, will be forced to take over, lest they die a fiery death when gravity decides to establish dominance. But has this scenario ever actually played out in real life? And what is the likelihood a passenger with limited to no formal pilot training could actually land a commercial airliner safely if they were being talked through it as is often depicted in movies?
To begin with, as to the first question, when talking large commercial aircraft, yes, a passenger of sorts did once and only once, take over for the incapacitated pilots. This occurred aboard the Helios Airways Flight 522 in 2005. So how did both pilots become incapacitated and what happened after?
In a nutshell, the cabin pressurization switch was set to manual, instead of automatic, and the pilots, who had over 20,000 hours of flight experience combined, didn’t realize there was an issue despite this being something that they should have noticed if they’d done their checklists properly. Later the system alerted them to the pressurization issue as they climbed, but the warnings were misinterpreted. Next, the oxygen masks automatically deployed for passengers at around 18,000 ft, something the pilots were seemingly unaware of. This is curious as when the masks deployed the passengers and the rest of the crew would have put theirs on. When the crew observed the pilots still having the plane climb after this event instead of descending immediately (noteworthy here is the passenger oxygen supplies only last 15 minutes or so), they should have attempted to at the least bang on the locked security door, if the lead flight crew member who had the code to open it was incapacitated or otherwise unable to remember it to get in.
As to why they didn’t do this or if they did and the pilots were simply too out of it for any banging to register, this isn’t known. On that note, at one point the ground engineer who had switched the pressurization to manual during some maintanence before the flight asked the pilot when issues were reported if the pressurization setting was on Auto. The captain at this stage was already a little too far gone mentally from lack of oxygen, and ignored the question. Given his radio communication stopped shortly thereafter when he simply commented about trying to locate some circuit breakers in response, it is presumed he succumbed mere seconds after the question was asked. Had he registered the question an looked, then simply turned the little knob, all would have fixed itself in short order.
Ultimately one of the flight attendants, Andreas Prodromou, did take over flying the plane. There was a problem though. It would seem from the investigation that he had difficulty getting access to the cabin, seemingly only doing so after a couple hours of the plane flying itself and a plane full of passed out people, which we imagine must have been incredibly terrifying for Prodromou on many levels.
So how did it turn out?
Tragically, this ended with the plane crashing and all 121 people aboard killed. Prodromou was actually a pilot himself, though as far as we could tell without any professional experience and certainly not in a Boeing 737. As to why he wasn’t able to bring the plane back down, he wasn’t really given a fair chance in this case. It seems as if moments after he finally got into the cabin, one of the engines ran out of fuel, and then not long after the other died too. Even an extremely experienced pilot in that plane would have had low odds in this case unless in glide range of a suitable airport.
And that’s it. In the over a century old history of commercial aviation, that is the only time we could find that a passenger has had to take over completely in a large commercial airliner. That said, moving on to much smaller planes, it turns out while rare, this sort of thing has actually occurred many times, even in some commercial scenarios.
Perhaps the most notable case of this was when none other than Mr. Bean (aka Rowan Atkinson) chartered a flight for he, his wife, and two children in Kenya in 2001. The aircraft was a little six seat Cessna. Unfortunately for the Atkinson family, at a certain point the pilot lost consciousness. Doing his best not to mimic his clumsy alter ego, Atkinson took over flying the plane. Thankfully for him and his family, they were eventually able to revive the pilot, reportedly after Atkinson slapped him several times. Said pilot then landed the plane without incident.
Moving on from there, perhaps our personal favorite case of a chartered flight resulting in a passenger having to take over is the case of one Doug White, who is a bit of a legend.
In this case, White had chartered the plane to transport himself, his wife, and two daughters. He did have his private pilot’s license, but flying a small Cessna 172 many years before. He didn’t fly much after up until the weeks leading up to the event itself, when he decided to take the hobby back up. Unfortunately for him, in this case rather than finding himself having to fly a nice little trainer plane like the Cessna 172, he was sitting in a twin engine, turbo prop Beachcraft Super King-Air, which seats up to 10, cruises at near 300 mph, and otherwise makes the Cessna 172 look like a child’s toy.
So what happened? During the takeoff phase of the flight, the pilot, Joe Cabuk, randomly slumped over dead, as White describe, “I looked over and his chin was on his chest… He made a loud, guttural sound, kind of a groan, and his eyes rolled back, and his hands never left his lap. It was quick, it was sudden, and it was final.”
Luckily for the four other souls aboard Cabuk did engage the autopilot directly before his own soul left his body so there was time for assessment of the situation.
Knowing how to use the radio, White contacted Air Traffic Control (ATC) and declared an emergency- the go-to thing to do in this scenario. In a nutshell, this basically means from that point on you can do more or less whatever you want in your attempt to get safely back on the ground and ATC is at your beck and call to help out in any way they can, diverting any other planes as needed, providing you any information they can, getting ground emergency personnel nearby where you’re going to attempt to land, and otherwise organizing help in any way possible. Though it is noteworthy here that most ATC personnel are not pilots themselves, and so there is sometimes a delay getting anyone who actually knows how to fly a plane on the line.
On that note, while the initial ATC contact White found himself talking to wasn’t terribly helpful, they eventually got an ATC employee, Lisa Grimm, who was a pilot herself and would go on to be an absolute superstar during the event, helping White to get the aircraft under control and otherwise helping keep him calm.
Later they were able to track down a King Air pilot, Kari Sorenson, to help with the specifics on how to land the thing. During the whole ordeal, beyond having to figure out how to fly and land the plane, White also had a bit of a worry of the dead pilot potentially slumping over the controls at an inopportune moment. But efforts by he and his wife to remove said body from the pilot seat were unsuccessful, so they simply cinched the seatbelt as tight as they could and hoped that would be good enough.
We’ll spare you most of the details, as they are best just gone and listened to, other than to mention our favorite part in which ATC asked Doug “Are you using AutoPilot or are you flying the plane?” and he responded with a thick country drawl, “Me an’ the good lord are hand flying this…” Classic Doug.
Another great line during the final moment before touchdown ATC told White, “Looks good from here, good job.” To which White calmly responded in his best impression of John Wayne, “It ain’t over til’ it’s over friend…”
Remarkably, with a lot of help from his angels on the ground, White was able to land the plane not only safely, but in pilot speak he “greased the landing”, meaning it was a rather gentle and uneventful touchdown and pretty much right on center-line to boot.
Said the aforementioned Sorenson who was in the background telling ATC what to tell White, “I don’t think you could have made the plane more complex or the pilot less experienced and have had a successful landing.”
When all was said and done and he was later interviewed about how he kept so calm through the ordeal, White simply said in his thick drawl, “There were buzzers, amber lights, horns: It was like a circus. The only thing I was concentrating on was keeping the airspeed up and the wings level. You know, just fly the plane… You just focus your fear and go into a zone… There’s no time to chit-chat, or lock up. Just ‘git er done.’… If you’re gonna die, at least die trying not to…”
We’re pretty sure that last line needs to go on a t-shirt pronto.
Moving on from there to some people with zero flight experience who successfully “got ‘er done”, we have one Henry George Anhalt who was aboard a small Piper Cherokee 6 (as you might expect from that, a six seat plane) with his wife and three sons when the 36 year old pilot, Kristopher Pearce, died. The plane at the time was low on fuel, but thankfully only about ten minutes from their destination of Winter Haven airport in Florida. Shortly after the pilot slumped over, Anhalt keyed the radio and asked for help.
Said Anhalt after taking the controls, “I kept my mind on flying the plane on a course for Winter Haven. I started calling, ‘Mayday!’ over and over and kept praying for Kris to revive. We made it to the airport, but we still hadn’t heard from anybody. I started circling. Becky was hollering that I was going too steep, so I made wider circles. Then I noticed that the fuel was low in the tank we were on. I tried switching to the full tank, but the engine would sputter, and I’d put it back to the nearly empty tank. Finally, somebody gets on the frequency and says, ‘Are you the Mayday?’ ‘Yes, my pilot passed out,’ I said. ‘We’re over the Winter Haven airport.’ Then another pilot came on and said, ‘We’re close by. We’ll be over to help.'”
The person who answered the call was flight instructor Dan McCullough who was giving a flight lesson at the time. After calming Anhalt down, he gave him his first flight lesson and being a bit of a gentlemen, didn’t even charge him.
Said McCullough later, “We flew down closer and got him lined up on a real good glide path to the runway. You can get anybody over the numbers on the ground, but it’s that last five feet that’s tricky. I asked him to fly around the airport a bit to get more used to the aircraft. … The only real disadvantage I had over any other time I’ve done it is I couldn’t actually been in the airplane with him… I just gave him directions how to get it over the runway and then to cut the engine. I had to keep him level. If he came in too steep, he’d dive into the ground. If he came in too far back, he’d stall.”
In the end, Anhalt was able to get it down, stating, “I had the flaps—or whatever they’re called—up, and I idled the speed down. After that, it happened real quick.”
His wife added, “We bumped twice on the ground and veered a few feet into the grass.”
And if you’re wondering, as this is often asked in these situations, at least in this case, yes- the flight instructor Dan McCullough was happy to endorse the flight and landing as Anhalt’s first solo in a logbook, if Anhalt wanted to get one.
Moving on from there we have one of the more notable cases of a person with zero pilot experience flying in one of the aforementioned Cessna 172s in 2013. The passenger, a then 77 year old John Wildey, had been a member of the Royal Air Force for 24 years, but not as a pilot.
In short, he and his friend, who went unnamed in the reports, were up flying around as they frequently did, when his friend turned to him and, to quote Wildey, “He said he was sick and asked me to take care of the aircraft controls… He set the controls and put me on the right path. Then he was unwell again, completely unresponsive. I called his name but he didn’t answer.”
As flying such a plane, in terms of keeping it straight and level, isn’t actually that terribly difficult, in fact, if the plane is properly trimmed as it apparently was, it should mostly fly itself straight and level without touching the controls at all, there was no real immediate danger.
Thus, he simply held things steady and, being familiar with at least how to queue the radio, did so. And if you’re curious about this, we have more on how to do that in the Bonus Facts later.
What Wildey also had going for him was that a plane like the Cessna 172 is built as a trainer plane and thus is extremely forgiving of bad landings and relatively easy to fly. But you do have to be able to get it over the runway pretty close to the ground before powering back the engine, and then as the plane sinks hold the nose off as best you can to land on the two rear wheels, while trying to time it so you’re extremely close to the ground when you reach stall speed- aka the speed at which the plane will stop flying and more or less fall with style.
In this case, an RAF helicopter was sent to guide Wildey to the airport, and then in the meantime he was being talked through the whole thing by one Roy Murray, chief flight instructor at Frank Morgan Flying School. Wildey ended up making 3 attempts to land the plane and each time failed in a good approach and was instructed to go to full power, climb back up, and try again. Remarkably, he executed reasonably good go-arounds each time without crashing.
On the fourth attempt, he committed and while it wasn’t what anyone would call a pretty landing, it was one in which not only he, but the plane walked away mostly unscathed save apparently some sparks at one point on touch down. Wildey would later describe:
I know you bring back the controls but I didn’t bring them back hard enough. So really I was sort of nose down rather than anything else… Then we touched and there was a right bump – two or three bumps. I suppose it was a controlled crash really. But I just couldn’t get the brakes because I couldn’t reach them. I managed to get them in the end. But then we sort of went off the runway and all I could see was this runway indicator wall coming towards me and I thought: “I am not going to do it”. But we managed to stop in the end. I’m a lucky bloke…
Sadly, his friend was later pronounced dead at the hospital.
In yet another case of someone with no experience, a student pilot from Australia, Max Sylvester, up on his first lesson in August of 2019 in a small two seat Cessna 152 was about an hour into it when his instructor, Robert Mollard, passed out and slumped over on to him in the cramped aircraft. Ultimately while being talked through it, he successfully executed his first ever landing without incident and actually from his cockpit footage almost dead on center-line and reasonable gentle touch down all things considered. His instructor, as far as we could find, later recovered from whatever happened to him.
Trainee pilot lands aircraft with instructor passed out on his shoulder | ABC News
Moving on from the sighted among us, we have the case of a legally blind person managing to successfully land a plane…
It helped that he, Charles Law, was a former pilot. Law’s flying days had long since been over as he at this point in his life had 20-200 vision in one eye and 20-400 in the other. He was tasked with one more landing when his pilot friend, an 80 year old Harry Stiteler, passed out on approach to the runway.
Said Law as he came in for the landing, all I could see were “the airport thresholds (white markings)… I just aimed for that… We bounced a little hard and it was a little squirrely, and I guess I was a little crooked. But I thought it was a very good landing.”
Unfortunately, despite landing the plane almost immediately after Stiteler passed out, medical personnel were never able to revive him.
On the other end of things, there are many incidents where the passenger was unable to land the plane and all aboard were killed, but we are choosing to go ahead and omit any specific examples as nobody wants to hear about that. We mentioned it, however, just so you don’t get the false impression that this is somehow super easy to do.
Moving back to the big boy planes, one of the reasons, outside of one exception, this just isn’t a thing is because in many regions of the world, it’s usually required that there be two trained pilots aboard in such airliners. Further, in most countries, said pilots are subjected to extremely rigorous and regular medical checkups, far more so than the already reasonably strict requirements for non-commercial pilots.
Thus, it’s just not terribly likely that something would happen to take out both pilots and leave some passengers still able to do anything. In fact, even when talking just one pilot, according to a study done by the Australian Transport Safety Board, incidents of a pilot on commercial aircraft becoming unable to continue with their duties only occurred in about 1 in every 34,000 flights. While that might seem high to you, in most of these cases, there was nothing seriously wrong with the pilot in question. For example, a full half of these incidents were, to put it bluntly, diarrhea related. We’re guessing if there wasn’t a backup pilot, said pilots in these incidents would choose to poop their pants rather than let the plane crash.
So what happens when one pilot is taken out more seriously in these scenarios? While you and your 1000 hours of flight training on Microsoft Flight Simulator might now be thinking “This is what we’ve trained for…”, waiting for that momentous announcement over the intercom requesting anyone with flight experience to come help out, this is not actually what would likely occur. In many cases, the remaining pilot will simply request one of the crew aboard to come sit in the unoccupied seat, perhaps reading through a checklist for them, or if they have some experience doing a little more. This is something we found a handful of otherwise uneventful cases in our searching, with the passengers rarely ever informed there was an issue.
That said, as stated by a former pilot at US Airways, “There are thousands of commercial certified pilots who do not fly for the airlines. So having a commercial pilot on board would not be that uncommon… They can handle the radios, they understand the terminology, they can help prepare the airplane for landing, offloading [responsibilities from] the pilot…”
On that note, we did find one instance during a United Airlines flight when Air Force Captain Mike Gongol was requested to come help out when the captain of that flight had a heart attack. In this case, the flight attendants first requested that any doctor aboard please make themselves known. They later asked if any pilots aboard would push their call button to make themselves known- a sequence of requests not exactly geared towards keeping passengers worry free.
As for Gongol, while he had never flown that particular aircraft, a Boeing 737, his extensive flight experience, including mainly flying a B-1B Lancer Bomber at the time, made him an ideal candidate to come help take a little of the workload off the first officer who was tasked with actually flying the plane in this instance. He later stated she mostly just had him take over the radio communication, which he was well skilled at. We’re guessing had she become incapacitated too, Gongol probably had a high probability of being the first ever passenger to successfully land a commercial airliner. But of course, said first officer had little trouble getting the plane down safely, being herself extremely well trained and all.
But this all does make you wonder, outside of our sample-size of one where the circumstances were stacked against him, in the more general case, how likely is it that a random passenger could land a large commercial airplane if they were being talked through it?
First, if literally zero experience flying a plane or using a really good flight simulator, basically no chance. The problem here is that you do need to actually know how to call someone for help on the radio. And with the myriad of buttons and switches all over, it’s unlikely a random person could figure that out, unless they keep reading to our Bonus Facts section.
That said, pro-tip, if you’re under about 10K ft and in a reasonably populated area, your cell phone will probably work just fine as a way to call for help that could then eventually potentially end up telling you how to operate the plane’s radio. Of course, most commercial airliners don’t spend much time under 10K feet, so odds are you’ll be much higher than that, and if lower, probably in a critical phase of flight meaning there’s no way you’re getting up to the cockpit to help out in time anyway unless they’ve set the autopilot pretty quickly after takeoff. And even then, a noteworthy thing, as tragically the aforementioned Andreas Prodromou demonstrated, is getting into the cockpit in today’s large commercial aircraft in flight is easier said than done if the pilots are both incapacitated and a crew member who knows the code isn’t available. So good luck with that.
But in this increasingly unlikely scenario, if the autopilot was engaged giving you time to work with, and you could get into the cockpit, and then figure out how to use the radio, from there, you might have a chance. But not because you could actually land the plane. The odds of that are basically zero if you have no flight experience and pretty slim even if you do unless you have some training in that or a similar aircraft. The reason you might actually have a fighting chance if you can establish communication with someone on the ground is that most large commercial planes are perfectly capable of landing themselves if you know how to setup the system and then help the system along appropriately.
On that note, if you’d like to see a commercial pilot with a rather excellent YouTube channel walk you through how to do this in a professional level simulator, do go check out MentourPilot’s crash course in the topic titled “How You Can Land a Passenger Airplane- 12 Steps” And, hey, you could always use the airplane WiFi to watch it in-flight…
Finally, if you’re now wondering if any small aircraft have a similar auto-land system, turns out yes some do, the best of which, which is actually superior to the large plane auto-land systems in some ways, is Garmin’s recently launched Autonomi system which is soon rolling out in the approximately million Cirrus Vision Jet under the name Cirrus’ Safe Return system, and will likewise soon be found in the million Piper M600 SLS.
This system is idiot proof and requires only about one sentence of training, which even a three year old could execute. And, truthfully, you’d probably want to tell a 3 year old NOT to do it in most cases, as left to their own devices they’re sure to activate the system on their own randomly. That sentence of training is simply, “Push this big red button.” That’s it.
From there, the system will take over flying, analyze the weather, your fuel, state of the plane, potential terrain in your path, etc, as well as declare an emergency with ATC, and continually update ATC on what it’s doing and its intentions. It will at the same time inform the passengers audibly and on the screen what they should be doing- strap in, enjoy the ride, and don’t touch anything. It will also politely inform the passengers where it’s taking them and when it will be landing.
From there the plane will fly to the destination airport, which will be picked among the safest options within range of your fuel supply. It will then land itself, which in the demos we’ve watched, does a shockingly good job at it, with the worst that can be said is that in one random Piper M600 demo, it was slightly off center line, but otherwise well on the runway and a very gentle landing.
Once down, the system will shut down the engines and inform the passengers when it is safe to exit. Presumably in the coming decade or two this system will rapidly find its way into most smaller aircraft making the stories of passengers taking over for a pilot markedly less dramatic. “I pushed the big red button,” doesn’t have quite the same newsworthy appeal as “Me an’ the good lord are hand flying this…”
If you’re wondering, reportedly approximately 1% of commercial airliner landings are done with auto-land, though in most cases pilots prefer to do it themselves as, among other reasons, auto-land isn’t awesome when there is much wind, particularly if it’s of the gusty variety. The cases where it might be the preferred option for the pros is in scenarios like virtually no wind where visibility is extremely poor, such as in thick fog. In this case, the pilot may deem it safer to allow the auto-land to do its thing while they closely monitor it.
Going back to how to queue up the radio in an aircraft, whether big or small, you can usually do this via putting the headphones on and then pressing a button on the yoke (looks a bit like a steering wheel) or stick. Noteworthy is that in some cases there might be other buttons to do with trim, engaging or disengaging autopilot and the like on that control as well, so not always good to just go pushing buttons without looking close to see if there’s a label. But if there is just one button, that’s going to be what that is for. And if multiple buttons, it’s probably the one positioned for your index finger wrapped around the stick or yolk or a prominent button for your thumb, often red. In large commercial airliners, it also might not be a button, but rather a toggle switch with an up and down position, for example one for transmitting on the radio (probably labeled MIC) and one for the flight interphone (probably labeled INT). You want the MIC position.
Assuming you push the correct button, whatever radio frequency the pilot had queued up already, which is usually the local one you’re flying over, whether a nearby tower or local traffic, or might be a large area ATC frequency, you’ll be talking to someone who can give you more information when you do. Press to talk; release to listen; just like a walkie-talkie.
And if you really want to sound like a pro before your almost certain death when fuel runs out or probably much sooner, structure your talk- Who you are talking to, who you are (as in the plane type and call-sign which will probably be printed somewhere on the instrument panel in front of you), where you are, what you want or are going to do, who you are talking to.
For example- “Deer Park traffic, Archer 7967C, mayday, mayday, mayday, just departed Deer Park and the pilot just died. Me and Jesus are now flying this plane. One soul aboard. Requesting immediate assistance. Deer Park.”
Or, you know, just press the button and freak out. You’re declaring an emergency after all and you don’t know what you’re doing. Nobody is going to care you don’t know how to talk on the radio properly. But just remember this, if you’re in the U.S., odds are strong your radio communication and situation is going to be viewed by hundreds of thousands of people, probably even your friends and family, on various YouTube channels that cover this sort of thing… So keep your cool if you want to sound awesome later if you happen to survive.
Also, even for pilots, an almost universal truth you’ll find if you listen to many of these is you can almost always predict which ones are going to end well or not based on, not the exact circumstances of the emergency or experience of the pilot, but how panicky the person flying the plane is. The only exception we’ve personally ever heard is that time a guy was on a whole lot of drugs when he was declaring his engine-out emergency. He might as well have been sipping a beer on a beach as far as his tone was concerned, literally right to the point he crashed and died… So do yourself a favor and try to keep your head. If you’ve got someone talking you through it, flying and landing a lot of types of small planes where at least you can walk away isn’t actually super difficult if you can get over a runway. Landing so the plane itself can be flown again without repairs… well that generally takes some training. But that’s the insurance company’s problem, not yours.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
In recent months, the novel Coronavirus, formally known as Covid-19, has begun spreading rapidly throughout communities around the world, and the U.S. military has already begun taking proactive steps aimed at curbing the spread of the infection among service members and their families.
It’s important to note that service members are often not a high-risk demographic even if and when they may be infected by Covid-19. The virus, however, can be dangerous to people with underlying health issues or otherwise compromised immune systems living in the surrounding community. The Pentagon also hopes to minimize the affect Covid-19 has on the military’s overall readiness–which means it’s better to stem the tide of infection than to keep recovering service members in isolation as they rebound from the virus. As a result, making every effort to mitigate the spread of this virus has been deemed a worthwhile enterprise.
The Pentagon has already issued guidance to service members and their families oriented toward protecting themselves from infection and curbing the spread of infection among those who get sick. These practices are not dissimilar from the guidance being provided to the general public through public institutions like the Center for Disease Control.
You can jump directly to coronavirus basic training changes for your specific branch with these links.
The Pentagon’s guidance for preventing the spread of the coronavirus:
Defense Secretary Dr. Mark T. Esper speaks to reporters during a news conference at the Pentagon. (U.S. Army Photo by Staff Sgt. Nicole Mejia)
Wash hands with soap and water for at least 20 seconds
If soap and water is not available, use an alcohol-based hand sanitizer that contains at least 60-percent alcohol
Avoid touching eyes, nose, and mouth with unwashed hands
Avoid close contact with anyone who is sick
Clean and disinfect frequently touched objects and surfaces
What else is the military doing to prevent the spread of the coronavirus?
According to a DoD statement issued on March 9, the military’s response to the Coronavirus can be summed up in three objectives:
Protecting service members and their families
Ensuring crucial DoD missions continue
Supporting the whole go government approach to the unfolding situation
A number of military commands have already initiated what the Defense Department refers to as “pandemic procedures,” which are a series of pre-planned protocols put into place to rapidly identify service members who may have been exposed to the virus and isolating them from the general and service populations. These patients are treated by military medical personnel with appropriate protective equipment, and are re-evaluated on a day by day basis.
Every military branch is also screening all new recruits and trainees for signs of infection, and isolating any who may have been exposed to the virus or may be exhibiting symptoms of infection. The goal of these tests is not to stop new service members from entering into training, but rather to postpone training until after the recruit or trainee recovers completely and is no longer able to spread the virus to others.
Marine Corps Coronavirus Basic Training Changes
Graduation and Family Day events will continue as scheduled aboard MCRD San Diego and MCRD Parris Island. However, the Marine Corps is asking that no one attend these events if they are currently exhibiting active symptoms of Covid-19 or have been in contact with anyone that may potentially have been infected. Thus far, MCRD Parris Island has not made any official statements regarding potential changes to graduation or family day ceremonies.
Parris Island has released this message pertaining to prevention efforts, however:
Marine Corps Community Services (MCCS) has released this statement regarding recruit training and the coronavirus as it pertains to MCRD San Diego spefically:
We understand that graduation is a very special event for new Marines and their families. In line with Center for Disease Control’s efforts to limit the spread of COVID-19, we ask that if you are actively sick with a cough or fever, or have been in contact with a suspected case of COVID-19, you not attend graduation or its associated events aboard the Depot. Thousands of family members visit the Depot for graduation weekly, so your decision would be in the interest of public health and the health of our recruit population. For the most up-to-date information on COVID-19, please visit the CDC’s information page, the NMCPHC information page, and the DOD information page. Links are provided below: CDC.gov Med.Navy.mil Defense.gov
Army Coronavirus Basic Training Changes
*Updated March 11
Fort Sill has announced that beginning March 16, they will suspend attendance at graduation ceremonies until further notice.
Ceremonies will be live streamed for families and supporters on the Fort Sill Facebook page. This is a developing situation with more details to come.
Fort Leonard Wood has announced that attendance at Basic Training family day and graduations will be suspended until further notice after this week. Families and supporters will be able to watch the graduation ceremonies on Facebook Live on the Fort Leonard Wood Facebook page.
Family Day activities on Fort Jackson have been canceled going forward, and soldiers will be allowed to make supervised visits to AAFES activities and to make purchases to prepare them for travel to their next appointed place of duty. No travel with family members in their personal vehicles will be permitted after 1-34 IN BN graduates this week.
You can read the full post from Fort Jackson below:
Air Force Coronavirus Basic Training Changes
The Air Force has announced that it has suspended family members from attending Basic Military Training graduations, effective immediately and until further notice.
Air Force Basic Military Training graduation ceremonies will be live streamed via 37th Training Wing’s Facebook page every Friday beginning March 13 at 9 a.m.
You can read the Air Force’s complete statement below:
In an effort to minimize the spread of the coronavirus disease 2019 and to prioritize the health and safety of Department of the Air Force personnel, the following modifications have been made: • At the United States Air Force Academy, official travel outside of the United States has been restricted for cadets, cadet candidates and permanent party. Personal/leisure travel to countries with a CDC Level 2 or higher rating is also prohibited. As of now, restrictions will remain in place through the end of March. • Air Force Basic Military Training has suspended family members from attending graduation until further notice. • Since South by Southwest events in Austin, Texas, was cancelled, the Air Force’s Spark Collider and Pitch Bowl will now take place virtually, March 12. • The Buckley Air Force Base, Colorado Child Development Center has been closed for cleaning since a parent (family member) tested positive by the state for coronavirus. • All Department of the Air Force personnel have been directed to follow Center for Disease Control levels for travel guidance.
The Air Force maintains an actively updated page with frequently asked questions here.
Navy Coronavirus Basic Training Changes
Navy Recruit Training has decided to suspend attendance at their graduation ceremonies until further notice. Liberty associated with recruit training graduation has also been canceled. Graduation ceremonies will be live-streamed for families and supporters to watch.
Friday’s ceremony will be streamed at 0845 Central Standard Time.
Here is the Navy’s officials statement and associated social media links:
Beginning 13 March, Navy Recruit Training Command (RTC), the Navy’s boot camp, will suspend guest attendance at graduation ceremonies to prevent any potential spread of COVID 19 to either Sailors or Navy families. Graduations themselves will continue, and will be live-streamed on Navy online platforms, including our Facebook page. Commander, Naval Service training command, which oversees RTC, will continue to monitor the situation and consult with medical experts to decide when it is appropriate to resume guest attendance at graduation ceremonies. There are currently no confirmed cases of COVID-19 among recruits, and RTC has robust screening processes in place for those who arrive each week. This action is being taken out of an abundance of caution, to both ensure the welfare of Sailors and that RTC can continue its essential mission of producing basically trained Sailors. RTC Recruits impacted by this change are being authorized to call home to directly inform their loved ones. Liberty will be cancelled for graduates of RTC. They will report directly to their follow-on assignments. Liberty or guest access at those locations will be at the discretion of those commands. Families are encouraged to contact their recruits following graduation for details. We cannot speak on behalf of the commands they will be reporting to regarding their liberty policy.
Coast Guard Coronavirus Basic Training Changes
The Coast Guard has requested that family members planning to attend this week’s graduation refrain from attending graduation ceremonies if they are sick, and exercise the CDC and Defense Department’s recommended practices for prevention of the spread of coronavirus or any other illness. The Coast Guard outlines those recommendations as such:
-Stay home when you are sick. -Cover your coughs and sneezes with a tissue. -Wash your hands often with soap and water. -Implement social distancing interventions in schools, workplaces, and at large events such as graduation. -Clean frequently touched surfaces and objects like door knobs. -Be prepared and stay informed on the latest information.
You can see the Coast Guard’s full statement below:
The USS Sailfish was a silent assassin in World War II that struck Japanese military and civilian freight ships. The submarine sent eight of them, including an escort carrier, to the bottom of the ocean. That combat record is impressive on its own and netted the crew a Presidential Unit Citation, but the really surprising thing is that all this happened after the sub sank in a 1939 accident.
Originally christened the USS Squalus, SS-192 was a cutting-edge submarine that could dive to a depth of 250 feet and patrol for 75 days and 11,000 miles while hunting enemy ships and subs. Unfortunately, while the Squalus was undergoing a diving test in 1939 it suddenly flooded and sank to the bottom of the Atlantic Ocean.
Twenty-six men were killed in the initial sinking but 33 were able to survive in the stern of the ship by closing the hatches. At the time, no one had successfully rescued submariners from depths of greater than 20 feet. The Squalus was sitting under 240 feet of cold Atlantic waters.
Re-christened the USS Sailfish, the submarine was sent to the Asiatic Fleet. Sailfish was operating out of Luzon in the Philippines when the Japanese struck Pearl Harbor and America was dragged into the war. Sailfish began conducting wartime patrols the same day.
The sub struggled to find and engage enemy ships on the first few patrols. But, on Feb. 28, 1942, Sailfish was operating out of a Dutch base in Java when it spotted a Japanese aircraft transport escorted by four destroyers. Sailfish fired four torpedoes and landed two hits on the transport, destroying it.
Sailfish went on to destroy seven more Japanese ships over the course of the war and damage another. A few of the kills were cargo and transport ships, relieving a little of the pressure on Marines and soldiers fighting ashore.
As the Japanese ships counterattacked, Sailfish dove for safety but didn’t leave the battle. Five hours later, Sailfish fired a three-torpedo spread at the damaged carrier and scored two more hits. Finally, at 9:40 that morning, Sailfish hit the ship with two more torpedoes and the escort carrier Chuyo sank into the Pacific.
The crew received a Presidential Unit Citation for this engagement, but they later learned that American POWs had been aboard the Chuyo. Unfortunately, 21 American submariners from the USS Sculpin, the submarine that helped rescue the crew of the Squalus, were aboard and 20 died when the Chuyo sank.
It appears that the military’s very own meme branch is getting its own series on Netflix on May 29. Space Force is set to star Steve Carell and will be helmed by Carell and showrunner of the American version of The Office, Greg Daniels.
In all fairness, they seem to be grasping the concept of the Space Force being a smaller entity within the DoD to protect satellites and how monotonous it will get after awhile fairly spot on. So basically, it’s The Office. In space… Office Space? Wait, no. That name’s taken…
This is awesome news for anyone else sick of hearing about Tiger King. I’ve never seen that show but through meme-mitosis, I can assume it’s about what happens in the surrounding areas of a military base. I may be desperate for entertainment, but I’m not desperate enough to see what the people at the Wal-Mart outside of Fort Sill would do with a tiger. And hopefully Space Force delivers on that.